Vehicle monitoring system with multiple inputs for a tractor-trailer

ABSTRACT

A vehicle monitoring system for monitoring pressures on the service and emergency brakes, tires and suspension of a tractor trailer. The system also monitors electrical stoplight power to the ABS brakes as well as various additional vehicle systems listed within the claims. The monitoring system also provides visual and audible alarms to the operator as well as an additional output to signal a wireless device to warn the operator&#39;s employer if the warning is ignored.

FIELD OF THE INVENTION

The invention relates to a system and method for monitoring varioussystems on a tractor-trailer, and more particularly to a system andmethod for monitoring the status of multiple different types of inputsrelating to the status of various vehicle systems for a tractor-trailer.

BACKGROUND OF THE INVENTION

Air operated braking systems have long been utilized to controlcommercial vehicles such as trucks and trailers, which typically havelarge gross vehicle weights in a safe and effective manner. Theconsiderable inertial mass of these heavy-duty vehicles in combinationwith the high speeds at which they travel requires a braking systemwhich responds rapidly with substantial braking power. A spring brakeactuator is used in air operated braking systems to provide the forcenecessary for braking a heavy-duty vehicle.

In a typical spring brake system, braking force may be applied in anumber of ways. For normal braking operation, compressed air isintroduced into the brake chamber, which co-acts with a diaphragm, suchas, for example, an elastomeric diaphragm, and a push rod to applybraking force. For emergency and/or parking brake applications, a powerspring stores potential energy and exerts the large force required forbraking in case of loss of air pressure or air pressure failure. Duringnormal driving operation, compressed air acts on a diaphragm to compressthe power spring to maintain the braking system in a released position.When the compressed air is released, the force of the power springovercomes the force of the compressed air such that the power springexpands co-acting with the diaphragm and push rod. This in turn, appliesa braking force in case of failure of the system air pressure orexhaustion of compressed air while the vehicle is not in operation or isparked.

A loss of compressed air in typical air brake systems means that thepower spring applies a braking force to prevent the vehicle from moving.Accordingly, some systems have provided for an emergency/supply pressureline to the braking system such that, in the event of a loss of airpressure on the primary service/control line to the brake system,compressed air will still flow to the brake via an emergency/supply airpressure line. While this configuration will provide a functioningsystem in the event of catastrophic failure of the service/control line,this system will not provide information to the driver regarding theefficiency of the braking system. For example, the service/control linemay suffer from a leaky connection causing substantial leaking of thecompressed air. There may be enough air pressure in the system to allowfor operation of the vehicle, but the vehicle may suffer from brakedrag, meaning the air pressure is not high enough to completely overcomethe power spring such that the brake is partially applied during normaldriving operation.

Many problems relating to the air supply to both the service andemergency systems occur with prior art systems. For example, withcurrent systems, the emergency/supply line extends to the brakingmechanism adjacent to the wheel, and is therefore, subject to damage. Ifthe emergency/supply line becomes damaged, there is no way to determinethis if the service/control line continues to function, even if it isonly partially functional. Likewise, incorrect connection of supplyhoses when a braking system is removed for servicing and re-installedmay occur. If, for example, the emergency/supply line is incorrectlyre-installed, upon failure of the primary supply line, the brakingsystem will not function. Another air related problem that exists forprior art systems is the provision of service/control air pressure tothe trailer when the brakes are not applied. If, for example, there isan air leak from the tractor to the trailer on the service/controlpressure line at all times. Still another problem that prior art systemsface is the service/control and emergency/supply lines can deliverinadequate pressure due to obstructions or leaks within the air lines.If, for example, moisture in a pressure line freezes and obscures theair pressure line or an air line cracks or gets damaged by road debris.

Another problem that prior art systems face is the provision ofstoplight power to the trailer when the brakes are applied. If, forexample, the stoplight switch is faulty, stoplight power can be presentat the trailer without service/control pressure.

Additional problems with prior art systems include the lack of inputdata to the brake monitor. For example, prior art systems do not providewheel speed data on the power line from a faulty ABS controller. If, forexample, the ABS controller has failed or the wheel speed sensors arefaulty or have an excessive gap with the exciter ring, then the ABS ECUcannot detect or transmit individual wheel speeds. Similarly, incorrectconnection of the 7-conductor electrical connection to the towed vehicleleads to problems in prior art systems. If, for example, the connectionis an open circuit, the Anti-Lock Braking System (ABS) will not functionas well as the stoplights during a braking event.

Still another problem that prior art systems face is incorrect airconnections to the dolly that connects two trailers together. Each dollyhas one service/control and one emergency/supply pressure line to thelead trailer as well as one service/control and one emergency/supplypressure line to the towed trailer. There are twenty-four differentcombinations these pressure lines on the dolly can be connected betweentwo trailers with only one combination being correct. Incorrectconnection of service/control or emergency/supply hoses will cause avarious number of failure conditions. One being no brakes when theservice/control line has pressure the other being wheel lockup when theemergency/supply line has no pressure. These failure conditions can beon any one or all wheels of the vehicle. Likewise, another problem thatprior art systems face is incorrect connection of supply hoses when abraking system is removed for servicing and re-installed. If, forexample, the emergency/supply line is incorrectly re-installed, uponfailure of the primary supply line, the braking system will notfunction. These failure conditions can be on any one or all wheels ofthe vehicle.

Another problem that prior art systems face is the service/control andemergency/supply line glad-hand shut-off valves at the rear of thetrailer. These valves require an open state when towing another vehicleand require a closed state when they are the rear vehicle on a single ormultiple trailer combination. Incorrect positioning of the valves willcause the alarm, warning lamp or wireless message and/or signal to begenerated. If, for example, the service line glad-hand shut-off valve isshut off to the towed vehicle causing a failure of the service/controlline, the service braking system will not function.

As braking systems become more integrated, pneumatic systems areincreasingly including electrical components and distribution lines fortransmitting power and data. Various electrical components requireelectrical power to operate correctly including, lamps, electroniccircuits, ABS (Anti-lock Braking System) and EBS (Electronic BrakingSystem) to name a few. A loss of electrical power may cause thesesystems to be non-functional, which would generally be apparent.However, in a situation with reduced or relatively lower power, thesystems may not be completely prevented from functioning, but systemfunction and operation may be substantially impaired.

SUMMARY OF THE INVENTION

Accordingly, it is desired to provide a system and method for monitoringservice/control line pneumatic pressure to a braking system.

It is further desired to provide a system and method for monitoringemergency/supply line pneumatic pressure to a braking system.

It is still further desired to provide a system and method formonitoring electrical stoplight power for an ABS braking system.

It is still further desired to provide a system and method for reliablymonitoring various system parameters and providing the inputs to thebrake monitor.

It is still further desired to provide a system and method for reliablymonitoring wheel speed and/or wheel rotation from the ABS brakingsystem.

These and other objects are achieved, in one advantageous embodiment, bythe provision of an air brake monitoring system that monitors thepressure in both the service/control line and the emergency/supply line.The system may include, pressure sensors for measuring the various linepressures, and a processor for receiving the various pressuremeasurements. The processor may be programmed to compare the actualmeasured pressure of a particular line with a desired threshold pressurelevel setting.

In one embodiment, if the actual measured pressure deviates from thesetting by more than a selected percentage or amount (e.g. exceeds thethreshold level by a selected amount), then the system can providevarious indications to the operator.

It is further contemplated that monitoring device(s) may be used tomeasure various vehicle parameters, which can be transmitted to amonitoring device (e.g., a brake monitoring device). Some of the datatransmitted may include monitoring of tire pressure, tire inflation andtire temperature. A monitoring device(s) may further monitor andtransmit brake temperature and brake stroke, power spring condition,door status, suspension pressure, tail fin deployment status, steer axlelock, reverse detection, low reservoir warning, anti dock walk, liftaxle warning and suspension dump. Any or all of these inputs may be usedby the monitoring device in the control of the braking system and/or inthe generation of an indication.

The system may include pressure switches or transducers for the variousline pressures and a processor for receiving the various pressure switchor transducer signals. The processor maybe programmed to receive thepressure switch or transducer signals of a particular pressure line.

Some of various alarms that may be transmitted to the driver or centralmonitoring station may include: warning of potential brake drag (e.g.due to low-pressure caused by air leakage); warning of air system leaksin the emergency/supply line; warning of incorrect air line connectionsand air system false charging of dolly and/or trailer; warning of closedshut-off or restricted valves, incorrect state of trailer glad-hand shutoff valves warning, incorrect dolly connection warning, closed brakevalve warning, incorrect vehicle static/dynamic condition, tire pressurewarning, tire temperature warning, tire inflation warning, braketemperature warning, and/or brake stroke warning, power spring brokenwarning, door ajar warning, suspension pressure warning, tail findeployed warning, steer axle detection, reverse detection warning, lowreservoir warning, anti dock walk warning, lift axle warning andsuspension dump warning.

The system may further provide for monitoring of electrical power levelson various electrical lines used, for example, for stop lamps and/or avariety of electrical devices and equipment.

In an advantageous embodiment, the system is provided with an Air BrakeMonitoring System (ABMS). The ABMS may be provided with a coupler forconnecting to, for example, in a tractor-trailer configuration, ABSpower from the trailer. The power is fed into the ABMS, which may beprovided as an enclosure that may be mounted adjacent to or in thevicinity of the vehicle braking system. In addition to the ABMS, an ABSvalve is coupled to the ABMS via a spring brake pressure line and aservice/control brake pressure line. The ABS valve further receives ABSpower from the ABMS. It should be noted that this is just oneadvantageous configuration and that it is contemplated that manydiffering configurations of the interconnections may be effectivelyutilized.

It is further contemplated that the ABS valve may be provided with aElectronic Control Unit (ECU) for processing various inputs relating tothe braking system.

The monitoring system may transmit information and/or data to the drivervia a data line(s), or may utilize data transmission by means of a PowerLine Carrier (PLC). In other words, rather than providing a dedicateddata line(s) for transmission of monitoring data, it is contemplatedthat the data may be sent over the existing ABS electrical power lines.

When using the PLC, the air brake monitoring system may turn on all ABSwarning lamps as necessary; turn on in-cab ABS lamps; turn on an alarmto resolve issues relating to viewing dolly ABS warning lamp; and allowsa system status to be broadcast over the PLC.

For this application the following terms and definitions shall apply:

The term “data” as used herein means any indicia, signals, marks,symbols, domains, symbol sets, representations, and any other physicalform or forms representing information, whether permanent or temporary,whether visible, audible, acoustic, electric, magnetic, electromagneticor otherwise manifested. The term “data” as used to representpredetermined information in one physical form shall be deemed toencompass any and all representations of the same predeterminedinformation in a different physical form or forms.

The term “network” as used herein includes both networks andinternetworks of all kinds, including the Internet, and is not limitedto any particular network or inter-network.

The terms “first” and “second” are used to distinguish one element, set,data, object or thing from another, and are not used to designaterelative position or arrangement in time.

The terms “coupled”, “coupled to”, and “coupled with” as used hereineach mean a relationship between or among two or more devices,apparatus, files, programs, media, components, networks, systems,subsystems, and/or means, constituting any one or more of (a) aconnection, whether direct or through one or more other devices,apparatus, files, programs, media, components, networks, systems,subsystems, or means, (b) a communications relationship, whether director through one or more other devices, apparatus, files, programs, media,components, networks, systems, subsystems, or means, and/or (c) afunctional relationship in which the operation of any one or moredevices, apparatus, files, programs, media, components, networks,systems, subsystems, or means depends, in whole or in part, on theoperation of any one or more others thereof.

In one advantageous embodiment a brake monitoring system is providedcomprising a service/control pressure line coupled to a source ofpressurized air, an emergency/supply pressure line coupled to the sourceof pressurized air and a brake valve. The system further comprises anair brake monitoring device having a processor, which is connected tothe service/control pressure line and the emergency/supply pressureline. The system is provided such that the air brake monitoring devicemeasures a pressure of the service/control pressure line and the airbrake monitoring device compares the measured pressure of theservice/control pressure line to a pressure set point. The air brakemonitoring device further generates a service/control indication whenthe measured pressure exceeds a threshold value corresponding to adeviation from the pressure set point.

In another advantageous embodiment a method for monitoring an air brakesystem is provided comprising the steps of coupling a service/controlpressure line to a source of pressurized air and coupling anemergency/supply pressure line to the source of pressurized air. Themethod also includes the steps of coupling a brake valve to theservice/control and emergency/supply pressure lines and coupling an airbrake monitoring device to the service/control and emergency/supplypressure lines. Finally, the method includes the steps of measuring apressure of the service/control pressure line, comparing the measuredpressure to a pressure set point, and generating a service/controlindication when the measured pressure exceeds a threshold valuecorresponding to a deviation from the pressure set point.

In another advantageous embodiment a method for monitoring an air brakesystem is provided comprising the steps of monitoring the individualwheel speeds or wheel rotations on the power line. The method alsoincludes controlling in-cab lamp trailer ABS lamp, the trailer mountedABS lamp and alarm as well as Global Positioning System (GPS)/wirelesstransmitter and/or receiver means based on the static or dynamiccondition of the vehicle. Finally, the method includes the steps ofmeasuring the vehicle dynamics in conjunction with a pressure of theservice/control pressure line, comparing the measured pressure to apressure set point, and generating a service/control indication when themeasured pressure exceeds a threshold value corresponding to a deviationfrom the pressure set point.

In another advantageous embodiment a method for monitoring an air brakesystem is provided comprising the steps of monitoring the individualwheel speeds or wheel rotations on the power line. The method alsoincludes controlling in-cab lamp trailer ABS lamp, the trailer mountedABS lamp and alarm as well as GPS or other wireless means based on thestatic or dynamic condition of the vehicle. Finally, the method includesthe steps of measuring the vehicle dynamics in conjunction with apressure of the emergency/supply pressure line, comparing the measuredpressure to a pressure set point, and generating an emergency/supplyindication when the measured pressure exceeds a threshold valuecorresponding to a deviation from the pressure set point.

In another advantageous embodiment a method for monitoring an air brakesystem is provided comprising the steps of monitoring the stoplightpower. The method also includes controlling in-cab lamp trailer ABSlamp, the trailer mounted ABS lamp and alarm as well as GPS or otherwireless signals based on the presence of stoplight power in conjunctionwith a pressure of the service/control pressure line, comparing themeasured pressure to a pressure set point, and generating aservice/control indication when the measured pressure exceeds athreshold value corresponding to a deviation from the pressure setpoint.

In still another advantageous embodiment a brake monitoring system isprovided comprising a service/control pressure line, an emergency/supplypressure line and a brake valve coupled to the service/control pressureline and the emergency/supply pressure line. The system also includes abrake monitoring device coupled to the service/control pressure line andthe emergency/supply pressure line, the monitoring device monitoring thepressure of both the service/control pressure line and theemergency/supply pressure line. The system is provided such that thebrake monitoring device compares the measured pressure of theservice/control pressure line and the emergency/supply pressure line toa pressure set point and the brake monitoring device generates anindication based on the measured pressure.

In still another advantageous embodiment a brake monitoring system isprovided comprising a service/control pressure line, an emergency/supplypressure line and a brake valve coupled to the service/control pressureline and the emergency/supply pressure line. The system also includes amonitoring device coupled to the service/control pressure line and theemergency/supply pressure line, the monitoring device monitoring thepressure of both the service/control pressure line and theemergency/supply pressure line. The system is provided such that themonitoring device is coupled to a measurement device and the monitoringdevice generates a warning indication for at least one of the followingconditions: brake drag warning, emergency/supply pressure line warning,service/control pressure line warning, loss of stoplight power warning,incorrect state of trailer glad-hand shut off valves warning, incorrectdolly connection warning, incorrect air connection warning, closed brakevalve warning, incorrect vehicle static/dynamic condition, tire pressurewarning, tire temperature warning, tire inflation warning, braketemperature warning, and brake stroke warning.

In another advantageous embodiment a brake monitoring system is providedcomprising a service/control pressure line, an emergency/supply pressureline and a brake valve coupled to a brake actuator and operating thebrake actuator. The brake valve is coupled to the service/controlpressure line and the emergency/supply pressure line. The system furtherincludes a brake monitoring device having a processor and coupled to theservice/control pressure line and the emergency/supply pressure line.The monitoring device monitors the pressure of both the service/controlpressure line and the emergency/supply pressure line and the processorcompares the measured pressure of the service/control pressure line andthe emergency/supply pressure line to a pressure set point.Additionally, the brake monitoring device generates a warning indicationif one of the measured pressures exceeds a threshold level with absenceof stop lamp (brake) power. Additionally, the brake monitoring devicegenerates a warning indication if one of the measured pressures fails toexceed a threshold level.

Other objects of the invention and its particular features andadvantages will become more apparent from consideration of the followingdrawings and accompanying detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A and 1B are diagrams of a standalone air brake monitoringsystem.

FIGS. 2A and 2B are diagrams of an air brake monitoring system inconjunction with the ABS.

FIGS. 3A and 3B are diagrams of an air brake monitoring systemintegrated within the ABS as auxiliary inputs and outputs.

FIG. 4A is a block diagram of various warning inputs to themicroprocessor.

FIG. 4B is a block diagram of various warning inputs according to FIG.4A.

FIG. 5 is an illustration of air brake monitoring device according toFIGS. 1A and 2A.

FIG. 6 is an illustration of the air brake monitoring device accordingto FIG. 5.

DETAILED DESCRIPTION OF THE INVENTION

Referring now to the drawings, wherein like reference numerals designatecorresponding structure throughout the views.

Stand-Alone Configuration

Referring now to 1A and 1B. FIGS. 1A and 1B depict a stand-alone airbrake monitoring system 99 that generally comprises an air brakemonitoring device 102. The stand-alone air brake monitoring system 99 isdesigned to monitor the status of an air brake system, such as, forexample, an air brake system.

Also provided is a source of pressurized air 106, which may bepositioned on the tractor portion of a tractor-trailer arrangement. Thesource of pressurized air 106 is coupled to air brake monitoring device102 via service/control pressure line 108 and an emergency/supplypressure line 110. Pressure line couplings 112 and 113 as is known inthe art, is illustrated that couples the service/control pressure line108 and emergency/supply pressure line 110 located on the tractorportion with the service/control pressure line 108′ and theemergency/supply pressure line 110′ located on the trailer portion.

In this particular embodiment of the present invention, two pressurelines are used to provide pressurized air to air brake monitoring device102 and brake valve 104. In the event that one of the pressure lines(116′, 118′) become damaged, such as for example, becoming severed ordamages to the extent that an insufficient quantity of pressurized aircannot be transmitted to brake valve 104 for operation of the vehiclebrake (not shown), a redundant pressure line is provided such that thevehicle may continue to operate as is known in the art. A problem withknown systems is that they may become damaged but are still able toprovide enough pressurized air to allow functioning of the vehicle brakehowever, this is no indication to the user/driver that the system is notfunctioning properly. This can lead to premature failure of the brakesystem. For example, if a pressure line becomes damaged or begins toleak due to corrosion and/or wear, enough pressurized air may still beprovided to operate the vehicle brake, however the relative low-pressuresituation only partially disengages the vehicle brake such that duringnormal operation the brake is partially applied. This results inexcessive wear on the brakes and excessive cycling (almost continuousrunning) of the source of pressurized air 106. Also, the vehicle itselfwill have to burn excessive amounts of fuel to overcome the additionalfrictional force of the partially applied brakes (e.g. brake drag andpotential wheel end fire or even trailer fire). All these result insubstantially increased operating cost, both in early and unnecessaryrepair and replacement cost for worn parts and additional fuel costs,insurance cost if trailer fire due to lose of trailer and the trailercontents which are a substantial portion of the vehicle operating costs.

Accordingly, the air brake monitoring device 102 monitors the actualpressure of both the device service/control pressure line 116′, whichcorresponds to the pressure in the service/control pressure line 108′;and the device emergency/supply pressure line 118′, which corresponds tothe pressure in the emergency/supply pressure line 110′. Air brakemonitoring device 102 is provided with a pressure set point againstwhich the actual measured pressures may be compared by a processor 120(FIG. 4). It is contemplated that if the actual measured pressurediffers from the set point, an alarm(s), in-cab trailer warning lamp154, an output 149, which may comprise for instance, a GPS/wirelesstransmitter and/or receiver. In still another embodiment, it iscontemplated that a range of pressures may be acceptable such that analarm will only be generated if the measured pressure exceeds athreshold value corresponding to a maximum allowable deviation (e.g., ahigh (first) and/or a low (second) setpoint). The threshold value(s)and/or range(s) may be selected and varied as desired.

Also provided in FIGS. 1A and 1B is power line carrier 122, which isconnectable to air brake monitoring device 102. It is contemplated thatpower line carrier 122 may comprise any typical ABS power connection.Air brake monitoring device 102 may further monitor stoplight power(voltage) provided on stoplight power 133 and compare that measuredvalue to service/control pressure. If the actual measured value differsfrom or exceeds a maximum allowable deviation, an alarm(s), in-cabtrailer warning lamp 154, an output 149, which may comprise forinstance, a GPS/wireless transmitter and/or receiver. Air brakemonitoring device 102 is further coupled to brake valve 104 via a lineand/or a device power line (which includes stoplight power 133) toprovide electrical power and control to and receive data and/orinformation from brake valve 104. Also illustrated connected to airbrake monitoring device 102 are two inputs that are generically labeledInput 1 (123) and Input 2 (125), the function of which will be describedin connection with FIG. 4B.

Air Brake Monitoring System in Conjunction with ABS

Referring now to FIGS. 2A and 2B. FIGS. 2A and 2B depict an air brakemonitoring system 100 that generally comprises an air brake monitoringdevice 102 and a brake valve 104 that may include an Electronic ControlUnit. The air brake monitoring system 100 is designed to monitor thestatus of a air brake system, such as, for example, an air brake system.

Also provided is a source of pressurized air 106, which may bepositioned on the tractor portion of a tractor-trailer arrangement. Thesource of pressurized air 106 is coupled to brake valve 104 viaservice/control pressure line 108 and an emergency/supply pressure line110. Pressure line couplings 112 and 113 as is known in the art, isillustrated that couples the service/control pressure line 108 andemergency/supply pressure line 110 located on the tractor portion withthe service/control pressure line 108′ and the emergency/supply pressureline 110′ located on the trailer portion.

The brake valve 104 is positioned in the vicinity of the brake actuator(114) and is coupled to air brake monitoring device 102 via a deviceservice/control pressure line 116′ and a device emergency/supplypressure line 118′.

In this particular embodiment of the present invention, two pressurelines are used to provide pressurized air to brake valve 104. In theevent that one of the pressure lines (116′, 118′) become damaged, suchas for example, becoming severed or damages to the extent that aninsufficient quantity of pressurized air cannot be transmitted to brakevalve 104 for operation of the vehicle brake (not shown), a redundantpressure line is provided such that the vehicle may continue to operateas is known in the art. A problem with known systems is that they maybecome damaged but are still able to provide enough pressurized air toallow functioning of the vehicle brake, however, this is no indicationto the user/driver that the system is not functioning properly. This canlead to premature failure of the brake system. For example, if apressure line becomes damaged or begins to leak due to corrosion and/orwear, enough pressurized air may still be provided to operate thevehicle brake, however the relative low-pressure situation onlypartially disengages the vehicle brake such that during normal operationthe brake is partially applied. This results in excessive wear on thebrakes and excessive cycling (almost continuous running) of the sourceof pressurized air 106. Also, the vehicle itself will have to burnexcessive amounts of fuel to overcome the additional frictional force ofthe partially applied brakes (e.g. brake drag and potential wheel endfire or even trailer fire). All these result in substantially increasedoperating cost, both in early and unnecessary repair and replacementcost for worn parts and additional fuel costs, insurance cost if trailerfire due to lose of trailer and the trailer contents which are asubstantial portion of the vehicle operating costs.

Accordingly, the air brake monitoring device 102 monitors the actualpressure of both the device service/control pressure line 116, whichcorresponds to the pressure in the service/control pressure line 108′;and the device emergency/supply pressure line 118, which corresponds tothe pressure in the emergency/supply pressure line 110′. Air brakemonitoring device 102 is provided with a pressure set point againstwhich the actual measured pressures may be compared by a processor 120(FIG. 4). It is contemplated that if the actual measured pressurediffers from the set point, an alarm(s), in-cab trailer warning lamp154, an output 149, which may comprise for instance, a GPS/wirelesstransmitter and/or receiver. In still another embodiment, it iscontemplated that a range of pressures may be acceptable such that analarm will only be generated if the measured pressure exceeds athreshold value corresponding to a maximum allowable deviation. Thethreshold value may be selected and varied as desired.

Also provided in FIGS. 2A and 2B is power line carrier 122, which isconnectable to air brake monitoring device 102. It is contemplated thatpower line carrier 122 may comprise any typical ABS power connection.Air brake monitoring device 102 may further monitor stoplight power(voltage) provided on stoplight power 133 and compare that measuredvalue to the service/control pressure. If the actual measured valuediffers from or exceeds a maximum allowable deviation, an alarm(s),in-cab trailer warning lamp 154, an output 149, which may comprise forinstance, a GPS/wireless transmitter and/or receiver. Air brakemonitoring device 102 is further coupled to brake valve 104 via a lineand/or a device power line (which includes stoplight power 133) toprovide electrical power and control to and receive data and/orinformation from brake valve 104.

In another advantageous embodiment a method for monitoring an air brakesystem is provided comprising the steps of monitoring the individualwheel speeds or wheel rotations on the power line. The method alsoincludes controlling in-cab lamp trailer ABS lamp, the trailer mountedABS lamp and alarm as well as GPS or other wireless means based on thestatic or dynamic condition of the vehicle. Finally, the method includesthe steps of measuring the vehicle dynamics in conjunction with apressure of the service/control pressure line, comparing the measuredpressure to a pressure set point, and generating a service/controlindication when the measured pressure exceeds a threshold valuecorresponding to a deviation from the pressure set point.

In another advantageous embodiment a method for monitoring an air brakesystem is provided comprising the steps of monitoring the individualwheel speeds or wheel rotations on the power line. The method alsoincludes controlling in-cab lamp trailer ABS lamp, the trailer mountedABS lamp and alarm as well as GPS or other wireless means based on thestatic or dynamic condition of the vehicle.

The method may also include the steps of measuring the vehicle dynamicsin conjunction with a pressure of the emergency/supply pressure line,comparing the measured pressure to a pressure set point, and generatingan emergency/supply indication when the measured pressure exceeds athreshold value corresponding to a deviation from the pressure setpoint. Various other parameters may be monitored including, for examplebut not limited to: tire pressure, tire inflation, tire temperature,brake temperature, brake stroke, the door switch, suspension pressure,tail fin deployment, power spring connection, steer axle lock, reversedetection, low reservoir, anti dock walk, lift axle and suspension dump.Any or all of this various parameters may be input to monitoring system102 by means of Input 1 (123) and Input 2 (125).

Integrated within ABS

Referring now to FIGS. 3A and 3B. FIGS. 3A and 3B depict an air brakemonitoring system 101 that generally comprises and an integrated brakevalve 105 that integrates the ABS Electronic Control Unit, brake valve104 with the air brake monitoring system 102.

Also provided is a source of pressurized air 106, which may bepositioned on the tractor portion of a tractor-trailer arrangement. Thesource of pressurized air 106 is coupled to integrated brake valve 105via service/control pressure line 108 and an emergency/supply pressureline 110. Pressure line couplings 112 and 113 as is known in the art,are illustrated that couple the service/control pressure line 108 andemergency/supply pressure line 110 located on the tractor portion withthe service/control pressure line 108′ and the emergency/supply pressureline 110′ located on the trailer portion.

The integrated brake valve 105 is positioned in the vicinity of thebrake actuator (114) and is coupled to the service/control pressure line116 and a device emergency/supply pressure line 118.

In this particular embodiment of the present invention, two pressurelines are used to provide pressurized air to integrated brake valve 105.In the event that one of the pressure lines (116, 118) become damaged,such as for example, becoming severed or damages to the extent that aninsufficient quantity of pressurized air cannot be transmitted to brakevalve 105 for operation of the vehicle brake (not shown), a redundantpressure line is provided such that the vehicle may continue to operateas is known in the art. A problem with known systems is that they maybecome damaged but are still able to provide enough pressurized air toallow functioning of the vehicle brake system, however, there is noindication to the user/driver that the system is not functioningproperly. This can lead to premature failure of the brake system. Forexample, if a pressure line becomes damaged or begins to leak due tocorrosion and/or wear, enough pressurized air may still be provided tooperate the vehicle brake, however the relative low-pressure situationonly partially disengages the vehicle brake such that during normaloperation the brake is partially applied. This results in excessive wearon the brakes and excessive cycling (almost continuous running) of thesource of pressurized air 106. Also, the vehicle itself will have toburn excessive amounts of fuel to overcome the additional frictionalforce of the partially applied brakes (e.g. brake drag and potentialwheel end fire or even trailer fire). All these result in substantiallyincreased operating cost, both in early and unnecessary repair andreplacement cost for worn parts and additional fuel costs, insurancecost if trailer fire due to lose of trailer and the trailer contentswhich are a substantial portion of the vehicle operating costs.

Accordingly, the integrated brake valve 105 monitors the actual pressureof both the device service/control pressure line 116, which correspondsto the pressure in the service/control pressure line 108′; and thedevice emergency/supply pressure line 118, which corresponds to thepressure in the emergency/supply pressure line 110′. Air brakemonitoring device 102 is provided with a pressure set point againstwhich the actual measured pressures may be compared by a processor 120(FIG. 4). It is contemplated that if the actual measured pressurediffers from the set point, an alarm(s), in-cab trailer warning lamp154, output 149 and/or GPS/wireless transmitter and/or receiver 152messages may be generated. In still another embodiment, it iscontemplated that a range of pressures may be acceptable such that analarm will only be generated if the measured pressure exceeds athreshold value corresponding to a maximum allowable deviation. Thethreshold value may be selected and varied as desired.

Also provided in FIGS. 3A and 3B is power line carrier 122, which isconnectable to the integrated brake valve 105. It is contemplated thatpower line carrier 122 may comprise any typical ABS power connection.The integrated brake valve 105 may further monitor an actual power level(voltage) provided on power line carrier 122 and compare that measuredvalue to a set point. The integrated brake valve 105 may further monitorstoplight power (voltage) provided on stoplight power 133 and comparethat measured value to the service/control pressure. If the actualmeasured value differs from or exceeds a maximum allowable deviation, analarm(s), in-cab trailer warning lamp 154, output 149 and/orGPS/wireless transmitter and/or receiver 152 messages may be generated.The integrated brake vale 105 is further coupled to a device power line122 to provide electrical power and control to and receive data and/orinformation from power line carrier 122.

Referring now to FIG. 4A, various alarms are illustrated that may begenerated and transmitted to various systems, both in-cab warnings 126and other system warnings 128 based on input configurations on 186. Forexample, in the event that a low-pressure situation is detected (e.g. aknown pressure range may allow a brake system to still function but willbe known to cause brake drag) within a range of pressures, a brake dragwarning 130 would be generated. It is contemplated that a brake dragwarning 130 may be transmitted to a user/driver in the cab of thetractor-trailer or may also be transmitted to a central monitoringstation. The indication may be a hard-wired data connection, a wirelesstransmission or a power line connection for transmitting the data.

Additionally, the pressure in the service/control pressure line 108,108′and the pressure in the emergency/supply pressure line 110, 110′ mayindividually be measured. This allows for both a service/controlpressure warning 132 and an emergency/supply pressure warning 134 to begenerated and transmitted to the user/driver and may begenerated/transmitted as described above.

Also provided for are various additional warnings or alarms including,an incorrect connection warning 135, a closed service/control valvewarning 136, a closed emergency/supply warning 137, no stoplight powerwarning 138, alarm 160, an ABS in-cab warning lamp 131 as well as anoutput 149, which may comprise a Trailer ABS Warning Lamp. As the brakesystem is serviced and/or repaired, it is possible to reconnect thevarious pressure lines incorrectly. By measuring the various pressures,air brake monitoring device 102 is able to determine if a pressureline(s) are incorrectly connected to the brake valve 104. It is furthercontemplated that the position of the brake valve 104 may be measuredand this data and/or information may be transmitted to a warning device126 via a line and/or a device power line 122 such that a warning oralarm may be generated in the event the valve fails to actuate asdesigned. All of these indications may be generated/transmitted asdescribed above.

Referring now to FIG. 4B, additional parameters that may be monitored asinputs 127 and various indications may be generated include: tirepressure 170, tire inflation 171, tire temperature 172, braketemperature 173, brake stroke 174, door (ajar) 175, suspension pressure176, tail fin deployment 177, power spring condition 178, steer axlelock 179, reverse detection 180, low reservoir 181, anti dock walk 182,lift axle 183 and suspension dump 184. The indication may be provided asan alarm, a warning lamp, a wireless message, a signal, or anycombination thereof.

Failure of one or more tires on a tractor-trailer can be very dangerous.This is complicated by the fact that a tire may catastrophically failwith little or no warning or a tire may fail (e.g. on the trailer) andthe operator does not become aware of the failure until much later. Thetire pressure (170), tire inflation (171) and tire temperature (172) areall indications to the operator providing data relating to the status ofthe tires on the tractor-trailer allowing the operator to take quickaction in the event of a failure. The information can also allow theoperator to address any problems with the tires relatively early so asto avoid catastrophic failure on the road. The devices used to measurethe above parameters may comprise any of the standard measurementdevices.

The brake temperature (173) and brake stroke (174) are indications thatprovide warnings if the temperature of the brakes rises above athreshold level or if the measured stroke of the brake indicatesexcessive wear. The safe operation of the braking system in atractor-trailer is critical. In the event that the braking system getstoo hot, an indication may be generated so that the braking system canbe inspected and/or serviced as necessary to ensure properfunctionality. The brake stroke indication can be generated by a linearlocation measurement that can provide a service needed alert.

The door (ajar) (175) indication may comprise, for example, a switchthat indicates whether the door on the trailer is fully closed or not.It is understood that the switch may be programmable as either anormally closed or normally open switch.

The suspension pressure (176) indication relates to a pressuremeasurement to ensure that the air pressure in the suspension systemdoes not exceed a defined threshold. This threshold can be either a highlimit or a low limit or both. The measurement device could comprise anyof a transducer, a pressure switch or a sensor.

Tail fin deployment (177) may comprise and indication generated by aswitch as described in connection with the door (ajar) (175) indication.This would alert the operator that the tail fin was in a deployedposition so that it could be retracted properly prior to operating thevehicle.

With respect to the power spring condition (178) indication, fracturesor catastrophic failure of the power spring due to, for example,corrosion or wearing of the device can be very dangerous. To avoid this,a measurement that indicates that the power spring may be damaged orwearing can be obtained by a linear location measurement or measuring a“home” location for the power spring. If the power spring begins towear, the power spring will not return to the original or “home”location that it originally started from when installed. Alternatively,the measurement could comprise a continuity measurement.

The steer axle lock (179) is a function that locks the a steering axleonce the vehicle reaches a certain speed. At relatively low speed, thesteer axle functionality provides the operator of the vehicle withgreater maneuverability; however, such functionality is not safe athigher speeds. Accordingly, the steering axle may automatically lock ata desired vehicle speed, which may be fully programmable. The indicationprovides the monitoring device with information that the lock hasengaged.

The reverse detection (180) indication can be used to actuate variousdevices on the trailer such as, a back-up alarm (audible sound) orreverse lights, etc. The measurement device providing the indication mayin one embodiment comprise a Hall Effect switch.

It is important to receive information relating to the pressure in theprimary air reservoir that provides pressurized air to the suspensionsystem and the air brake system. A low reservoir (181) indication may begenerated by pressure measurement that may comprise any know type ofpressure sensor or switch.

An anti dock walk (182) indication provides a warning to the operatorthat the anti dock walk system is engaged and must be disengaged priorto operation of the vehicle.

The lift axle (183) provides the operator with an indication that thelift axle should be in the down position. The axle in a tractor-trailermay set in either an up or down position, however, when the trailer isloaded the axle should be set in the down position. This indication willalert the operator to lower the axle if the weight of the trailerexceeds a threshold valve. This threshold may be completelyprogrammable.

The suspension dump (184) provides an indication that the air in thesuspension system has been rapidly exhausted from the air bags. Due tothe fact that the axles of the tractor-trailer are relatively far apart(variable based on the length of the vehicle), when the vehicle makes asharp turn the tires on the trailer axles have a tendancy to be draggedsideways rather that rolling forward. This dragging severely wears thetires leading to premature failure. However, if the air in thesuspension system is dumped in one of the axles (e.g., the forward axleof the two rear axles on the trailer), this allows for less wearing ofthe tires.

All or some of the data may be transmitted as data to a centralmonitoring station where historical data may be accumulated for eachvehicle. In this manner, trends may be followed and maintenance could beanticipated/scheduled according to the vehicles historical data prior tofailure of device(s) and/or system(s). It is also contemplated thatcontrol for a backup alarm may be provided such that a backup indicatedis generated and transmitted. In one embodiment, different transmissionpaths for the indication and backup indication may be used to ensuredelivery of the indication. The system could utilize two wiredtransmission paths, or wireless transmission, or power line connectionas desired to ensure reliable transmission. It is understood that thetransmission method can be selected based on the application.

It is still further contemplated that the existing ABS alarms that maybe transmitted from the brake valve (ABS brake valve), may effectivelybe transmitted to the cab via device power line 122 to air brakemonitoring device 102 and through power line carrier 122.

It is still further contemplated that the existing ABS information thatmay be transmitted from the brake valve (ABS brake valve), mayeffectively be transmitted by means of a wireless communication device152. Air brake monitoring device 102 and through power line carrier 122on power line 122.

It is still further contemplated that the existing ABS information thatmay be transmitted from the brake valve (ABS brake valve), mayeffectively be transmitted by means of a wireless communication device152. Air brake monitoring device 102 and through a Universal Serial Bus(USB) or Recommended Standard 232 (RS232) serial port to a wirelesscommunication device.

Although the invention has been described with reference to a particulararrangement of parts, features and the like, these are not intended toexhaust all possible arrangements or features, and indeed many othermodifications and variations will be ascertainable to those of skill inthe art.

Referring to FIG. 5, it can be seen that brake monitoring device 102 ismounted in the vicinity of brake valve 104 and is provided to retrofitwith existing brake systems while requiring no additional wiring toextend between the tracker and trailer. For example, the monitoringalarms that may be generated and transmitted by the system utilized theexisting power line carrier 122 extending between the tractor andtrailer. The existing power line carrier 122 that is coupled to theexisting brake valve 104 may simply be unplugged from brake valve 104and plugged into air brake monitoring device 102. The device power line124 is then plugged into the brake valve 104. Likewise, the devicecontrol and device emergency/supply pressure lines 116, 118 are simplycoupled to the existing brake valve 104. In this manner, the monitoringsystem may use existing wiring and pressure connections such that no newconnections need be installed between the tractor and trailercombination.

A method is further provided for monitoring the individual wheel speedsor wheel rotations 135 which is available on the power line. The methodalso includes controlling in-cab lamp trailer ABS lamp, the trailermounted ABS lamp and alarm as well as GPS or other wireless means basedon the static or dynamic condition of the vehicle. Finally, the methodincludes the steps of measuring the vehicle dynamics in conjunction witha pressure of the service/control pressure line, comparing the measuredpressure to a pressure set point, and generating a service/controlindication when the measured pressure exceeds a threshold valuecorresponding to a deviation from the pressure set point.

Another method is provided for monitoring the individual wheel speeds orwheel rotations 135 which is available on the power line. The methodalso includes controlling in-cab lamp trailer ABS lamp, the trailermounted ABS lamp and alarm as well as GPS or other wireless means basedon the static or dynamic condition of the vehicle. Finally, the methodincludes the steps of measuring the vehicle dynamics in conjunction witha pressure of the emergency/supply pressure line, comparing the measuredpressure to a pressure set point, and generating an emergency/supplyindication when the measured pressure exceeds a threshold valuecorresponding to a deviation from the pressure set point.

Still another method is provided for monitoring the stoplight power 133.The air brake system is provided comprising the steps of monitoring thestoplight power. The method also includes controlling in-cab lamptrailer ABS lamp, the trailer mounted ABS lamp and alarm as well as GPSor other wireless signals based on the presence of stoplight power inconjunction with a pressure of the service/control pressure line,comparing the measured pressure to a pressure set point, and generatinga service/control indication when the measured pressure exceeds athreshold value corresponding to a deviation from the pressure setpoint.

It should be noted that, while various functions and methods have beendescribed and presented in a sequence of steps, the sequence has beenprovided merely as an illustration of one advantageous embodiment, andthat it is not necessary to perform these functions in the specificorder illustrated. It is further contemplated that any of these stepsmay be moved and/or combined relative to any of the other steps. Inaddition, it is still further contemplated that it may be advantageous,depending upon the application, to utilize all or any portion of thefunctions described herein.

It is understood that any or all of the indications and/or alarmsgenerated by the system may be provided to the cab of the vehicle andmay also be transmitted to a central monitoring station, whetherimmediately or at a later time when the vehicle arrives at a specifiedlocation. For example, data may be stored locally and automatically betransmitted or read at a later time.

Although the invention has been described with reference to a particulararrangement of parts, features and the like, these are not intended toexhaust all possible arrangements or features, and indeed many othermodifications and variations will be ascertainable to those of skill inthe art.

What is claimed is:
 1. A vehicle monitoring system comprising: aservice/control pressure line; an emergency/supply pressure line; abrake valve coupled to a brake actuator and operating the brakeactuator, said brake valve coupled to the service/control pressure lineand the emergency/supply pressure line, the service/control pressureline and the emergency/supply pressure line each being configured toprovide pressurized air to the brake valve; a brake monitoring devicehaving a processor and coupled to the service/control pressure line andthe emergency/supply pressure line, the monitoring device monitoring thepressure of both the service/control pressure line and theemergency/supply pressure line; said processor comparing the measuredpressure of said service/control pressure line and said emergency/supplypressure line to a pressure set point; and said brake monitoring devicegenerating a warning indication based on at least one of the followingparameters selected from the group consisting of: the measured pressureexceeds a first threshold level or the measured pressure fails to exceeda second threshold level or combinations thereof.
 2. The vehiclemonitoring system according to claim 1 wherein the warning indication isgenerated in the absence of stoplight power.
 3. The vehicle monitoringsystem according to claim 1 wherein said warning indication is selectedfrom the group consisting of: an alarm, a warning lamp, a wirelessmessage, a signal, and combinations thereof.
 4. The vehicle monitoringsystem according to claim 1 further comprising a vehicle wheel speedmeasurer for measuring vehicle wheel speed.
 5. The vehicle monitoringsystem according to claim 1 wherein said brake valve is coupled to saidbrake monitoring device and a warning indication is generated for atleast one of the following conditions: brake drag warning,emergency/supply pressure line warning, service/control pressure linewarning, loss of stoplight power warning, incorrect state of trailerglad-hand shut off valves warning, incorrect dolly connection warning,incorrect air connection warning and closed brake valve warning andincorrect vehicle static/dynamic condition.
 6. The vehicle monitoringsystem according to claim 5 wherein said warning signal is transmittedto at least one vehicle warning indicator via a power line.
 7. Thevehicle monitoring system according to claim 1 further comprising ameasurement device for measuring tire inflation, said monitoring systemreceiving a tire inflation signal from the tire inflation measurementdevice.
 8. The vehicle monitoring system according to claim 7 wherein awarning indication is generated if the tire inflation signal exceeds aninflation threshold level.
 9. The vehicle monitoring system according toclaim 8 wherein the inflation threshold level is selected from the groupconsisting of: a specified level of tire pressure, a duration of tireinflation, a frequency of a measured tire pressure is below a specifiedlevel.
 10. The vehicle monitoring system according to claim 1 furthercomprising a measurement device for measuring tire temperature.
 11. Thevehicle monitoring system according to claim 1 further comprising ameasurement device for measuring at least one of the followingparameters: brake temperature monitoring or brake stroke monitoring. 12.The vehicle monitoring system according to claim 1 further comprising ameasurement device for measuring a door status.
 13. The vehiclemonitoring system according to claim 12 wherein said measurement devicecomprises a switch.
 14. The vehicle monitoring system according to claim1 further comprising a measurement device for measuring a suspensionpressure status.
 15. The vehicle monitoring system according to claim 14wherein said measurement device comprises a pressure transducer or apressure switch.
 16. The vehicle monitoring system according to claim 1further comprising a measurement device for measuring a tail findeployment status.
 17. The vehicle monitoring system according to claim16 wherein said measurement device comprises a switch.
 18. The vehiclemonitoring system according to claim 1 further comprising a measurementdevice for measuring a power spring status.
 19. The vehicle monitoringsystem according to claim 18 wherein said measurement device performs alocation measurement or a continuity measurement.
 20. The vehiclemonitoring system according to claim 1 further comprising a measurementdevice for measuring a steer axle lock status.
 21. The vehiclemonitoring system according to claim 20 wherein the steer axle lockstatus will transition when the vehicle exceeds a threshold speed. 22.The vehicle monitoring system according to claim 1 further comprising ameasurement device for measuring a reverse detection status.
 23. Thevehicle monitoring system according to claim 1 further comprising adevice for reverse detection.
 24. The vehicle monitoring systemaccording to claim 1 further comprising a measurement device formeasuring a low reservoir status.
 25. The vehicle monitoring systemaccording to claim 24 wherein said measurement device comprises apressure sensor or pressure switch.
 26. The vehicle monitoring systemaccording to claim 1 further comprising a measurement device formeasuring an anti dock walk status.
 27. The vehicle monitoring systemaccording to claim 1 further comprising a measurement device formeasuring a suspension dump status.
 28. The vehicle monitoring systemaccording to claim 27 wherein said measurement device comprises apressure sensor or pressure switch.
 29. The vehicle monitoring systemaccording to claim 1 wherein said threshold level is programmable. 30.The vehicle monitoring system according to claim 1 further comprising ameasurement device for measuring a lift axle status.